space for freight - managing capacity for freight in sydney€¦ · • transport/traffic capacity...

Space for Freight - Managing

capacity for Freight in Sydney

1

September 2018

Michael Stokoe, Associate Director Freight &

Servicing, Sydney Coordination Office

Why write this paper?

• Transport/traffic capacity management is a problem

common to every city

• It is a problem my team and I are working on continuously

• Other papers around the subject do not appear to look at

the problem by categorising vehicle purpose/type

• Categorising purpose and behaviour will drive our

management approach

• We have information that is useful.

Content

• Key constraints

• Planning policies to meet freight demand

• Provision and management of on street loading zones

• Loading Zone behaviour

• A comparison of behaviour in 2 centres

• Conclusions

While lower value industry activities have been pushed out of

bigger cities to neighbouring centres or suburbs, capacity for

the service provided by logistics activity is still essential to a

city’s daily activity. Clark 2016

A city’s capacity constraints for managing freight activity

impact of freight and servicing demand on the network:

• Limited and finite kerbside space

• Provision of off-street facilities (loading docks)

• Temporal aspects of a service driven industry

• Non-discretionary, service orientated transport tasks

competing for space

Key Urban Constraints

4

Global Consumer Trends: Choice = Freight

In one short section of a Sydney CBD street we found there was a consumer

choice of 230 different types of bread for sale.

Bread by numbers:

1 side of the street in

a 220 metre CBD

block

21 shops and cafes

selling bread

35 bread suppliers

80 deliveries each

day

5

Content

• Key constraints

• Planning policies to meet freight

demand




• Conclusions

Planning for Freight and Servicing Building Planning and design often doesn’t address the freight and servicing tasks the

buildings generate

Servicing

• Bins monopolise valuable

kerbside space

Deliveries

• Drivers rely on and compete

for on-street parking

Poor Building Accessibility

Difficult onsite access/lack of capacity Reliance on on-street servicing from Day 1 5 Star Green ratings

Commercial Operating Decisions

• Operators take the easiest and

fastest option

7

OPERATING HERE:

• HPVs

• Heavy rail

• Shipping

LOCATED HERE:

• DCs/warehouse

OPERATING HERE:

• Electric/autonomous delivery

trucks (large)

• Rail shuttles

LOCATED HERE:

• UCCs

• Co-modal solutions (UCC to

dock)

OPERATING HERE:


trucks (medium/large)

• Co-modal vehicles

LOCATED HERE:

• Precinct dock

• Commercial/retail centres

OPERATING HERE:

• Electric/autonomous vans


trucks (small)

LOCATED HERE:

• Lockers

• Last mile collection points

• Homes/shops

OPERATING HERE: • Small electric vehicles • Bicycle/walking modes • Drones/autonomous delivery “bots”

Balancing Movement with Place

8

World Class Facilities Design: Barangaroo

To get this…

You need this….10,000 times a month

9

Content

• Key constraints


• Provision and management of on

street loading zones



• Conclusions

• Loading zone spaces are managed in 3 daily time periods

• These periods permit management of the CBD’s commuter peaks and

maximisation of loading zone provision in between

Loading Zone Space Demand and Supply

AM peak

period

Inter peak

period

PM peak

period

Hours in period 4 5 3

Operating Hours 0600-1000 1000-1500 1500-1800

Capacity % change Mar 2015 to Apr 2018 -12% -7% -27%

Per cent of capacity provision 33% 48% 19%

Per cent of demand by period 29% 54% 16%

Spare capacity indicator 4% -6% 3%

2017-18 data

Kerbside Space Management

• Space

• Policy = Hierarchy

• Regulation = road rules

Also consider:

• Future demand / future vision of the city

• A change management path to achieve the outcome

1. Transit

2. Taxi

3. Freight

4. Disable parking

5. General parking

Kerbside Hierarchy Available Spaces

(Gardrat & Serouge, 2015)

Permitted Vehicles

As defined in road rules regulation

• Vehicles constructed primarily for the conveyance

of goods

• A driver is permitted to stop for 30 minutes

• Passenger vehicles are not permitted to park.

Permitted (but requires

2+ adjacent spaces to

park)

Not Permitted:

Passenger vehicle + SUV Permitted courier van ????? Constructed for

Conveying goods?

Permitted – purpose may be unknown

Australia's No. 1 Selling Vehicle

• Usage may often be private

• It is permitted to park in the CBDs loading zones

Content

• Key constraints





• Conclusions

Free Loading Zones – A Tragedy of the

Commons?

• Who gets what space?

• Who gets priority?

• It is in the interests of the users of a commons to manage it prudently.

• Broader negative externality as no user is liable for the cost of his or her use or

actions

• Not a genuine “commons” as capacity be refreshed – momentarily transitory

Tragedy of the Commons

Hardin, 1968

Loading Zones – A Common Good

Rational Self interest

• Users act rationally but in self interest to complete their task

• Driver of efficiency

Rivalrous Consumption

• Competition for space intensifies

• Driver of positive change – exploration of latent capacity and alternate methods

• Can instigate poor behaviours

Wilful Non-compliance

• Abandonment of “the greater good”

• A deterioration in quality

Egoist Anarchism

• Rejection of moral codes

• Cynical exploitation – working around the regulations and the system

2018-08-22_12-05-31 vid version.mp4

Loading Zone Users

B18

• The graphs assess use within the study area (27% of CBDs

loading zone)

• When looking at Usage by hour it is important to remember that

different LZs are active at different periods of the day.

• Most turn on at either 6 or 7am with a small group becoming

active at 10am.

• Some sights turn off at 3pm.

Delivery 39%

Service 42%

Passenger 19%

Loading Zone Usage by type

00:00

50:00

100:00

150:00

200:00

250:00

6:00 7:00 8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00

Hour of Day

Passenger

Delivery

Service

Ho

urs

of

use (

wit

hin

th

e s

tud

y a

rea)

B19

Dwell time by Vehicle Type Average dwell time per

vehicle:

Private: 15 minutes

Delivery: 27 minutes

Service: 63 minutes

Approximately 50% of private

and service vehicles exhibit

legal dwell times.

75% of delivery vehicles had

legal dwell times.

A small numbers of vehicles

stay for very long periods of

time. 15% of Service vehicles

stay for over 2 hours.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Delivery Service Passenger

120+

90 to 120

60 to 90

45 to 60

30 to 45

25 to 30

20 to 25

15 to 20

10 to 15

5 to 10

0 to 5

Usage of loading zone kerbside space

0

50 000

100 000

150 000

200 000

250 000

300 000

6 7 8 9 10 11 12 13 14 15 16 17 18

LO

Ad

ing

Zo

ne

eve

nts

Hour of Day

FY 2014

FY 2015

FY 2016

FY 2017

FY 2018

12% reduction in

space from 2015

Limited Kerbside Space – competition for its use

Peak Opportunity Opportunity

21

Example of retiming activity 2013-2018 • Since 2015, major transport projects have

reduced overall loading zone capacity by:

– 12% in the AM peak

– 7% in the inter-peak

– 27% in the PM peak

• Since transformation work commenced,

we have seen increases in overnight &

early morning activity

– Operating outside of peak is easier

and more efficient – as long as the

customer can cooperate….

FY

2014

2015

2016

2017

2018

Annual

Annual

Latent

Capacity

Latent

Capacity

Financial

Year

Index

FY 2014 0.46

FY 2015 0.46

FY 2016 0.55

FY 2017 0.80

FY 2018 1.00

Limited Kerbside Space

23

Loftus Street 04.11.16 8:48am

An example of kerbside space on a city

street depending on time of day

Loftus Street 26.09.17

4:38pm

Trades Vehicles Dwell time

• Often found in larger frequencies where construction/redevelopment is occurring

• Dwell time often exceeds the 30 minute permitted period

• Drives are less sensitive to incurring fines for overstaying

Towing the vehicle as a penalty can only occur

when the space ceases to be a loading zone.

At 3pm many loading zone spaces are re-

designated for bus lanes.

Content

• Key constraints





• Conclusions

Comparison of activity across 2 centres

loading zone occupancy

Sydney CBD

Passengers 43%

Parramatta CBD

Passengers 19% Servicing 42% Delivery 39%

Only 47% of on-street Delivery and Servicing is conducted from loading zones

25km 165,000 jobs 630,000 jobs

Comparison of Loading Zone use across 2 centres

0%

20%

40%

60%

80%

100%

06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00

Passenger Vehicles (Minutes Occupied) Delivery Vehicles (Minutes Occupied) Service Vehicles (Minutes Occupied)

0%

20%

40%

60%

80%

100%

06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00

Time of day

Parramatta CBD

• Space is commonly used

by passenger vehicles

• (Car) parking spaces are

also commonly used by

Freight vehicles

Sydney CBD

• Service vehicles feature

more prominently. A

shape of things to come

for Parramatta?

• There is virtually no

designated private

vehicle parking available

• Space is used by Freight and Servicing and Passenger vehicles more

informally than in Sydney CBD

• Are Loading Zones necessary in this environment?

– Short term parking offers greater flexibility for both Freight and private

vehicles

Assessment of Church St, Parramatta

Church Street

Parking Type

Number of

Spaces

Number of PV

Events

(Mon-Fri 6am-6pm)

Passenger

Vehicles

(Avg Time)

Number of Commercial

Vehicle Events (Mon-Fri

6am-6pm)

Commercial

Vehicle

(Avg Time)

¼ hour

parking 12 816 0:20:21 206 0:18:37

1hour parking 6 764 0:36:49 107 0:25:55

Loading Zone 3 153 0:27:17 93 0:28:01

TOTAL 21 1733 0:28:21 406 0:22:36

Content

• Key constraints





• Conclusions

• Freight is largely speaking a non-discretionary task. How and When it occurs are variables.

• When creating places for people, planning for freight activity is a key ingredient to achieving an attractive

environment and creating amenity.

• Local planning policies promote the development of off-street parking: buildings should be self-sufficient. This is

often difficult to enforce. Sydney benefits from being a young city. Older heritage buildings rely on on-street loading

zones

• We have Policy, Regulation, Management Control and Space for Freight. We also must consider the longer term

perspective for city planning and change management approaches to influence this movement to a future state.

• In Sydney almost all available daytime kerbside capacity has been allocated to loading zones to support business

activity. There is no more on-street space in the CBD available to allocate. At peak, the operational capacity is

exceeded, however there is substantial latent capacity (overnight in particular) still existing at other times outside of

peak that offers opportunity.

• Different legitimate users of loading zone space have different profiles of work. This can result in tensions related to

compliance between groups.

• Rational egoism encourages drivers to do their best and be efficient, ultimately for their own interests. When this

gives way to rivalrous consumption, wilful non-compliance, egoist anarchism, there is a need for effective

management and penalties to curtail the misuse of space.

• The future is unlikely to get easier.

Conclusions

Thank you

[email protected]

mailto:[email protected]

space for freight - managing capacity for freight in sydney€¦ · • transport/traffic capacity...

Documents